Hydraulic brake system



July 21, 1936. J. c. MCCUNE HYDRAULI C BRAKE SYSTEM Filed Jan.

' 5 Sheets-Sheet l 0w 0% m3 Q INVENTOR JOSEPH C.MOCUNE ATTORN Y July 21, 1936. J. c MCCUNE HYDRAULIC BRAKE SYSTEM Filed Jan. 25, 1933 3 Sheets-Sheet 2 INVENTORY JOSEPH C.McCUNE ATTORN mm 9% M 7 2 x S\ hm Thr y ,1936. 1.6. MQCUNE 2 0 HYDRAULIC BRAKE SYSTEM Filed Jan. 25, 1933 5 Sheets-Sheet 3- \llllllllll INVENTOR uosEPH QMCCUNEI ATTORNE Patented July 21, 1936 UNITED STATES PATENT OFFICE HYDRAULIC BRAKE SYSTEM Application January 25, 1933, Serial No. 653,383

26 Claims.

This invention relates to fluid pressure brakes and more particularly to a hydraulic brake system adapted for use on traction cars.

The principal object of the invention is to pro- 5 vide an improved hydraulic brake equipment having a manually controlled brake valve device for applying and releasing the brakes on a car, and having means conditioned by sustained manual pressure of the operator for permitting the brakes to be controlled by said brake valve device, said means being automatically operated upon the relief of manual pressure to effect an emergency application of the brakes.

Other objects and advantages will appear in E5 the following more detailed description of the invention.

In the accompanying drawings; Figs. 1 and 1 when associated form a diagrammatic view, mainly in section, of a double end hydraulic brake equipment embodying my invention and showing the emergency valve device in one of the normal operating positions; Fig. 21 is a plan view, partly in section, of the emergency valve device shown in Fig. 1 and showing means associated with the 25 emergency valve device for controlling the motive power of the car; Fig. 3 is a diagrammatic sectional view of the emergency valve device with the parts shown in another normal operating position; Fig. 4 is a plan view, partly in section, of 30 the emergency valve device and with the motive power control parts shown in a position corresponding to the position of the parts of the device as shown in Fig. 3; Fig. 5 is a diagrammatic, sectional view, of the emergency valve device with the parts shown in emergency position; Fig.

6 is a plan view, partly in section, of the emergency valve device showing the motive power control parts in emergency position; and Fig. 7

is a diagrammatic sectional view of a portion of 40 the hand operated control valve device showing the communications established in the door opening position.

As shown in Figs. 1-1 of the drawings, the

brake equipment may comprise an emergency or.

equipment further comprises at each end of l the car, an entrance door engine 2, an exit door engine 3, a hand operated door valve device 4 controlled by the operator for controlling the en- 55 trance door engine 2 at the operating end of the car, and a treadle operated door valve device 5 controlled by a passenger for controlling the operation of the exit door engine 3 at the corresponding end of the car. The equipment still further comprises a brake cylinder 1, a sump res- 5 ervoir 8 containing liquid under atmospheric pressure, a pressure reservoir 9 containing liquid a under operating pressure and a reversible pump II] for pumping liquid from the sump reservoir 8 into the reservoir 9.

The emergency valve device 6 comprises a casing having a chamber I I inconstant communication with the pressure reservoir 9 through passage and pipe I2 and containing a rotary valve I3. The rotary valve I3 is provided axiallyon the seating side with an operating shaft I 4 journaled in a suitable bore through the casing w and extending outside of the casing, and is provided axially on the opposite side with a guide member I 5 rotatably mounted in a suitable socket in the casing. Secured to the outer end of the operating shaft I4 is an operating lever I6 for turning the rotary valve from the emergency position shown in Fig. 5 to either the control position shown in Fig. 1 or the control position 5 shown in Fig. 3, according to which end of the car is the operating or controlling end.

The rotary valve operating lever I6 is provided with two oppositely disposed arms I55 and I56 and projecting from the casing of the emergency valve device are two stop lugs I51 and I58 adapted to be engaged by said respective arms for defining the positions of the emergency valve device, as shown in Figs. 1 and '2, and 3 and 4. Two spaced spring barrels I59 and I69 are mounted on the casing of the emergency valve device. The barrel I59 contains a plunger I6I and a spring I62 acting on'said plunger, the plunger I6I being provided with a finger I63 extending through an aperture in the end of said barrel and adapted to be engaged by the arm I55 on the rotary valve operating lever Hi. The other spring barrel I60 contains a plunger I64 and a spring I65 acting on said plunger, the plunger I64 being provided with a finger I66 extending through an aperture in the end of the barrel I60 and adapted to beengaged by the arm I56 on the rotary valve operating lever I6.

The rotary valve operating lever I6 is provided with two electric contact members I61 and I68 which are suitably insulated from said lever and from each other, the contact member I61 being adapted to bridge two fixed contacts I69 and I10 when the lever I6 is in the position shown in Fig 2 h drawings, while the contact member I68 is adapted to bridge said fixed contacts when the lever I6 is in the position shown in Fig. 4 of the drawings, but'when the lever I6 is in the emergency position shown in Fig. 6, the fixed contact I69 engages contact member l6! while the fixed contact Il engages contact member I58, which is insulated from contact member I61.

For the purpose of controlling the motive power on thecar, a circuit breaker device is provided and comprises an electro-magnet I'll v and a switch operatively controlled by said magnet and operative upon energization thereof to close the circuit from the usual source or power, such as the trolley NZ, to the usual controller l'l3 which in turn is. adapted to control the supply of current to the usual car motor ll l.

One terminal of the circuit breaker magnet lll is connected to ground l'l6 while the other terminal leads to the fixed contact I69 onthe emergency valve device. The other fixed contact Ilfl is connected to trolley l'l-2;so that'wh'en the fixed 5 circuit breaker magnet I'll is deenergized so as to cutoff the-curr'ent-to the controller H3.

The brake valve device I at each end of the car comprises a'ca'sing containing two flexible diaphragms'l'l and N3; the diaphragm Il beingsubject on'one side to the pressure of liquid in a'control chamber l9, the diaphragm l8 being open at the-opposite side to a chamber which is' nor- 7 mally op ento the brake cylinder l, while said diaphragms cooperate to form an intermediate chamberll which is at all'time's in communication with the'sump reservoir 8 through pipes 22;

23 and 24. n v n Opening into the control chamber-l9 is a bore 25 which is of small diameter as compared'to the, diameter of the diaphragm H. A plunger or rain '26 is slidablymou'nted in said bore and is provided with a hollow guide member 21 extend ing tlirough a suitable bore in the casing and containinga movable inember'28'between which and plun'gfe'r 26 is interposed a'brake controlspring 29.

An enlarged portion 3il on the inner end of member 28 is provided toe'ngage a shoulder in the guide member 21 for limiting outward movement of said member, and a button 3| is provided on the outer end of said member and is adapted to be engaged-by the ball or an operators foot for operating said member. 7 The chamber I9 between thediaphragm'I'I and the plunger 26 is adapted at all nines t'o'be completely filled with i liquid;

QTh'e c'hamber 2l between the two diaphragms ll 18' contains arfollower plate 32 engaging the diaphragm; H, a follower plate 33 engaging v diaphragmfl fl f and a."plurality of struts 34 connecting'th'e follower plates 32'and 33. The casing isjprgviuea with a lug as extending into chamher-21 and'liavi'rig a through opening 42 through which one of the struts 34 freely extends. Said lug is provided with a chamber 36 open to the brakevcylin'der chamber 2 0 through a passage 31 and containing a brake release valve 38 having a fiutedstem '39 extending through a suitable bore ir -1;lug into'chamber 2 l. A screw-threaded nut closes one end of the chamber 36 and a spring 4| is interposed between said nut and the valve 38 for urging said valve to its seat.

The casing of the brake valve device I is provided with a chamber 43 at all times charged with liquid under pressure from the supply pipe 44 through connecting pipe 35. A brake application valve 45 is contained in chamber G3 and has a fluted stem 41 slidably extending through a suitable bore in the casing and into the brake cylinder chamber 20. One end of chamber 43 is closed by means of a nut 49 having screw-threaded engagement with the casing, and a spring 59 is interposed between said nut and the application valve 45 for urging said valve to its seat.

A lug 5|, extending rearwardiy of the brake valve casing, is provided with a through bore 52 in which is slidably mounted a plunger 53. One end of bore 52 is closed by means of a cover 55 having screw-threaded engagement with the casing and a spring 55 is interposed between cover 54 and the plunger 53 for urging said plunger outwardly.

A bell crank lever is pivotally mounted on an arm 5li'projecting from the lug 5i, and the arm 51 of said lever engages the plunger 53. The other arm 59 of the bell crank lever is connected preferably by means of a flexible cable St! to a member 6| pivotally connected to the lever l6 of the emergency valve device 6.

The plunger 53 in the brake valve device I is provided'interiorly with a boss 52 having a recess in which is slidably mounted one end of a removable push rod 53, the other end of said push rod extending through an opening in the cover 54 and carrying on its outer end a heel plate 64 adapted to receive the heel of an operators shoe. The push rod S3 may be square in section and the opening in cover 54 through which said rod slidably extends may be of a corresponding shape so as to maintain the heel plate 64 properly positioned for operation.

The brake valve device further comprises a flexible diaphragm 55 having at one side a chamber 51 communicating through passage 68 with the sump chamber 2i, and having at the opposite side a chamber 59. One way communication from chambers?! to the brake cylinder chamber 28 is established through passage TB, past a check valve ll contained in a chamber 12 and from thence through passages 13 and 31, while one way communication from the brake cylinder chamber 28 to chamber Bills established through passages 3?, l3, chamber l2; past a check valve 74 contained in a chamber 15; and from thence through a passage 16. A spring H in chamber 15 acts on the check valve l4 and urges said check valve towards its seat with a predetermined force.

A check valve i8 is contained in the chamber 67 for controlling communication from said chamber'to a chamber 79, and an oppositely seating check Valve is contained in a chamber 8i for controlling communication from chamber 8i to chamber l9. Each of the check valves '18 and S5 is provided with a fluted stem operatively engaging each other in chamber "l9. A spring 32 is interposed between a cap nut 83, having screwthreaded engagement with the casing, and the checkvalve 8D for urging said check valve into engagement with its seat and at the same time for unseating the check valve l8, while check valve 18 is provided with a stem 8 adapted to be engaged'by the diaphragm 66 whereby deflection of said diaphragm in an upwardly direction will seat check valve 18 and unseat check valve 88.

A spring 85 is contained in the chamber 61 and acts on the diaphragm 66.

Both of the door engines 2 and 3 are the same in construction, each comprising a casing, a movable rack 86, a gear 81 meshed with said rack and through the medium of which a car door is opened and closed in the usual well known manner, a door closing piston 83 for moving the rack to the door closed position, as indicated in Fig. 1 of the drawings, and a door opening piston 89 for moving the rack in the opposite direction to the door open position.

The door closing piston 88 and door opening piston 89 are each provided with a stem 98 slidably mounted in a suitable bore in the end of the rack 86. A spring III is contained in a bore in the end of stem 98 and engages the rack at the bottom of the bore in the rack for urging the stem 98 outwardly, such outward movement being limited by the engagement of a shoulder 92 on the stem 98 with an apertured cover plate 93 secured to the end of the rack 88. According to this construction, after the rack 88 has been moved to the position in which the door is.

open or to the position in which the door is closed, the actuating piston 88 or 89, each of which is provided with a gasket 95, may continue to move relative to the rack until the gasket 95 effects sealing engagement with a seat rib 98 so as to prevent leakage of liquid under pressure from the actuating side of the piston to the low pressure side intermediate the pistons 88 and 89.

A stop 91, acted upon by a spring 98, is slidably mounted in a suitable bore in the casing and is adapted to be engaged by the door opening piston 89 in order to resiliently arrest the movement of the door engine parts in the door closed position, while a corresponding stop 91 and spring 98 are provided in the opposite end of the door engine to resiliently arrest the movement of the door engine parts in the door open position, as will be hereinafter more fully described.

The door valve 4, which is provided'for con- "trolling the operation of the entrance door enon the outer end of which is removably mounted, at the operating end of the car, a manually operable handle I82.

The treadle operated door valve 5 comprises a casing having a valve chamber I83 containing two oppositely seating valves I84 and I85.

A spring I85, acting on valve I85, is provided for unseating valve I85 and for seating valve I88, and a'fiexible diaphragm I8'I, having a pressure chamber I88 at one side and an atmospheric chamber at the opposite side, is adapted, upon deflection in a downwardly direction, to unseat the valve I88 and at the same time to seat the valve I85. A pushv rod H4, slidably mounted in the casing and engaging the diaphragm I 81, is provided to deflect said diaphragm in a downwardly direction.

A treadle plate I89 is secured to the treadle operated door valve by means of a plurality. of pins II8 extending through suitable openings in lugs III projecting from the treadle operated door valve casing,said pins being provided with heads II2 which are larger than the openings through the lugs III. .A spring H3 is provided around each of the pins II 8 and is interposedbetween the treadle plate I89 and casing of the treadle operated door valve and urges the treadle plate to the normal position in which it is out of engagement with the valve push rod II I, as shown in the drawings.

The valve I88 in the treadle operated door valve 5 is adapted to control communication from chamber I83 to chamber I88 which communicates through passage H5 and past a check valve I I8, contained in a chamber II'I, with a door opening pipe I I8 leading to chamber H9 at the outer face of door opening piston 89 in the door engine 3, while the valve I85 is adapted to control communication from said door opening pipe II8, through a passage I83, past a check valve I28 contained in a chamber I2I, and through a pas sage I22 to chamber I83.

The brake cylinder I may be of any well known type, but for the purpose of illustration may comprise a casing containing a flexible diaphragm I28 having at one side a pressure chamber I28 and at the opposite side a non-pressure or atmospheric chamber I25. A diaphragm follower I28, contained in the non-pressure chamber I25, is pressed into engagement with the diaphragm I28 by means of the usual brake release spring I2? and is provided with a push rod I28 for applying the brakes, said push rod slidably extending through a suitable opening in the casing.

The liquid pump I8 is of the reversible gear type comprising a casing having a chamber containing a driver gear I29 and another chamber containing a driven gear I38 meshing with the gear I29. The driver gear I29 may be driven from the axle (not shown) of the car or in any other suitable manner, the means for driving said driver gear forming no part of the present invention.

A liquid supply chamber I3I, communicating through passage I32 and pipe I33 with the sump reservoir 8, is provided at one side of the driver gear I29, while a similar liquid supply chamber I38, communicating through passage I35 and pipe I33 with the sump reservoir 8, is provided at the opposite side of the driven gear I38. The discharge of liquid from the gears I29 and I38 will, when the driver gear I29 is rotated in a clockwise direction, occur into passage I38 and from thence past a check valve IS'I, contained in a chamber I88, to a passage I 38, while if the driver gear is rotated in the opposite direction, the discharge will occur through passage M8 and from thence past a check valve MI, contained in a chamber I 12, to passage I38. The check valve MI is provided to prevent back flow of liquid under pressure from passage I 89 to passage I88 leading to the low pressure or inlet side of the gears I29 and I38 when the driver gear is being rotated in a clockwise direction, while the check valve I 3? is provided to prevent back flow of liquid under pressure to passage I36 leading to the low pressure side of the pump gears when the driver gear I29 is being rotated in a counter-clockwise direction.

The discharge passage I39 in the pump I8 is open through pipe I43 and past a check valve I44 to the supply reservoir 9, the check valve I64 being provided to prevent loss of liquid under pressure from the pressure reservoir 8 in case the pipe I43 should become broken and also, the check valve I84 acts in conjunction with the two check valves MI and I37 to prevent back flow from the pressure reservoir 9 to the sump reservoir 8 in case of leakage through the pump I8 when said pump is not operating.

It will be noted that the check valve I44 is contained in a chamber are formed in a member 2I I which may be secured to the reservoir 9 in any suitable manner, such as welding or brazing.

' The outer open end of chamber ZIU is closed by a cover 2I2 which may be secured to the member 2I I by screw-threaded engagement, said member having a passageway 2i8 connecting pipe I43 to the seat of the check valve I45, which seat may be provided on said member.

A pressure limiting valve device I46 is interposed between the pump discharge pipe I43 and a pipe I I'E leading to the sump reservoir 8 and comprises a valve I48 subject on its seating side to the pressure of liquid in the pump discharge pipe Iii. The valve I48 is contained in a chamber I69, which is open to pipe I41, and a spring IE9 is also contained in said chamber and acts on the valve Hi8 for holding said valve seated until a predetermined pressure is obtained'in the discharge pipe Hi3 and pressure reservoir 9, at which time said valve is adapted to open and permit liquid under pressure to fiow from pipe I43 7 to chamber I49 and from thence through pipe I41 1 to the sump reservoir 8 and therebyprevent the pressure in the pressure reservoir 9 from exceeding a predetermined fixed degree.

In order to prepare the equipment for operation, the sump reservoir 8, which is at all times open to the atmosphere through a breather pipe I is filled with liquid, such as oil, and the pump It: is then operated to draw the oil from said sump reservoir and force it into the pressure 7 reservoir 9.

" The pressure reservoir 9 is initially at atmospheric pressure and as liquid is forced into said reservoir, the air in said reservoir is compressed until the pressure exerted on the liquid in said reservoir is suiiicient to overcome the opposing pressure of spring I56 acting on the pressure limiting valve I48, when said valve is unseated to permit the escape of liquid pumped into pipe 1-13 to pipe I 3? and from thence back into the sump reservoir 3, so that no more liquid will be forced into the pressure reservoir 9. It will be evident that as liquid is drawn from the pressure reservoir 9 in controlling the brakes, as will be hereinafter described, the pressure in said reservoir and in pipe its will reduce, at which time the pressure of spring I58 will seat the pressure limiting valve I58 so that liquid will again be forced into the pressure reservoir 9 until the pressure in said reservoir is restored to the desired predetermined value.

The air at atmospheric pressure initially contained in the pressure reservoir 9 is compressed into a space, such as the space I52 above the liquid,

, by the liquid pumped into said reservoir, and this air under pressure in space I52 is employed, due

.to its great and rapid expansibility, as the medium I55 acting on the arms I55 and I56 of the emergency valve operating lever I6, hold lever I6 and the rotary valve I 3, which is turned by said lever, in the central, or emergency position, as shown in Fig. 5. In this position of the rotary valve I3, liquid under pressure in the supply reservoir passage I2 flows through a cavity I18 in said rotary valve to passages I I9 and I80.

Liquid thus supplied to passage I19 flows through pipe I BI to the brake cylinder pressure chamber I26 thus filling said chamber with liquid, while the liquid sup-plied to passage I80 flows through pipe I 82 to chamber I53 in the treadle operated door valve device 5 at each end of the car. Now in order to fill the treadle controlled door valve 5 and the chamber H9 in exit door engine 3 with liquid, the treadle I09, at both ends of the car, is depressed and unseats the valve IE4, and this permits liquid under pressure to flow from chamber I03 to chamber I08 and thence through passage II5, past check valve II5 to chamber II'I, and from thence through pipe II8 to the exit door engine piston chamber I I9, and also from chamber II'I through passage I83 past check valve I29 to chamber I2I and passage I22 leading to the seat side of the valve I55. After the chamber IIS in the exit door engine is thus filled with liquid, the treadle I09 is relieved of pressure, permitting springs II3 to lift said treadle out of engagement with push rod H4 and this permits spring I06 to unseat valve I65 and to seat valve I04.

After the brake cylinder I, the treadle controlled door valve devices 5 and chamber H9 in the exit door engines 3 are thus filled with liquid, the operator applies heel pressure to the heel plate 64 at the operating end of the car, In the present instance, it will be assumed that the equipment is to be operated or controlled from the left hand end, as viewed in Figs. 1--1 of the drawings, While the right hand end will be the non-operating end.

The heel plate 64 is depressed by the operators heel and this rotates the bell crank lever arms 51 and 59 so'that, by means of the cable 6%, the emergency valve operating lever I6 and consequently the rotary valve I3, are turned to the position shown in Figs. 1, 1 and 2. This turning movement of the emergency valve operating lever I6 is limited by engagement of said arm with the stop lug I51 on the casing, which lug defines the normal operating position when the car is controlled from the left hand end. The turning of the lever I 5 acts through cable 60, extending to the non-operating end of the car to turn the bell crank lever arms 51 and 59 and push the plunger 53, in the brake valve device at the non-operating endof the car, upwardly into the bore 52 against the pressure of spring 55, which spring is provided to hold said cable, bell crank lever arms and plunger under stress so as to prevent rattling of these parts at the non-operating end ofthe car.

With the emergency valve device 6 conditioned as shown in Figs. 1 and 1 the brake cylinder I is connected to the sump reservoir 8 through pipe I8I passages I79, cavity I 84 in rotary valve I3, passages I85, pipe I86 leading to the brake valve device, passages I3 and 31 in the brake valve device, chamber 36, past the normally unseated brake release valve 38 to chamber ZI which is at all times open to the sump reservoir 8 through pipes 22, 23 and 24. The pressure on the liquid in chamber I24 of the brake cylinder is thus relieved, and at the same time, the pressure is relieved in the door opening chamber II9 of the exit door engine 3 through pipe II8, passage I83 in the treadle controlled door valve device 5, past check valve I 20, through passage I22, past valve I95, through chamber I93, pipe I82, passage I89 in the emergency valve device, cavity I95 in the rotary valve I3, pasas shown in Figs. 1 and 2, liquid under pressure supplied to the rotary valve chamber II, flows through port E8? in the rotary valve I3 and from thence through passage I88 to the pressure supply pipe 94 which extends to both ends of the car.

At both ends of the car, liquid under pressure flows from the pressure supply pipe 44 through pipe 45 to the brake valve device and from thence through passage I99 to the brake application valve chamber 43, and from said chamber through passage I9I to chamber 8| containing the valve 89. Liquid under pressure also flows from the supply pipe 44, through pipe I92 at both ends of the car to the door closing piston chamber I89 in the exit door engine 3 and since the door opening piston chamber H9 is atthis time open to the sump reservoir 8, as hereinbefore described, the door engine parts are moved by the pressure of liquid acting on the door closing piston 88 to the door closed position; as shown in Fig. 1 of the drawings. At both ends of the car, liquid under pressure also flows from the supply pipe 44 to the rotary valve chamber 99 in the door valve device 4, and from said chamber, with the door valve device 4 in the door closing position as shown in Fig. .1, liquid under pressure flows through a port I93 in the rotary valve I99 to pipe I 94 leading to the door closing piston chamber I89 in the entrance door engine 2.

At the operating or control end of the car,v the operator may now apply pressure to the button 3| by means of the ball of the foot which is holding the heel plate 84 in the depressed condition. The button 3! is thus operated to compress spring 29, the pressure of which acts to move the plunger 29 downwardly so as to cause a displacement of the liquid in chambers 25 and I9, which displacement deflects the diaphragm I 'I downwardly. This deflection of diaphragm I'I acts through the follower plate 32 and struts 34 to move the follower plate 33 away from the stem of the brake release valve 38 so as to permit spring 39 to seat said valve. Further deflection of diaphragm El and consequent movement of follower plate 33 deflects the diaphragm I8 so as to unseat the brake application valve 48, which permits liquid under pressure, supplied from supply pipe 44 through pipe 45 and passage I99 to chamber 43, to flow from chamber 43 to chamber 29 and from thence through passages 31 and I8, pipe I93, passage I85 in the emergency valve device, cavity H54 in the rotary valve I3, passage H9 and pipe I8! to the brake cylinder piston chamber I24. Liquid under pressure thus supplied to the brake cylinder passage I3 in the brake valve device flows to check valve chamber '52 and acts to unseat the valve I4. When a predetermined pressure acting on valve I4 is thus obtained said valve is unseated against the pressure of spring TI and this permits liquid The unseating of valve 89 admits liquid under pressure from chamber 8| to chamber I9 from whence it flows through passage and pipe 293 to the seat of the rotary valve I99 in the operators door control valve device 4. The operator turns the handle I92 and consequently the rotary valve I99 in the door valve device 4 from the door closing position, as shown in Fig. l, to the door opening position, as shown in Fig. 7. In the door opening position, liquid under pressure supplied through pipe 293 to the seat of the rotary valve flows through cavity I98 in the rotaryfvalve I99 to the door opening pipe I99 and from thence to the door opening piston chamber H9 in the entrance door engine 2. After filling the chamber I I9 with liquid, the door valve 4 is returned to the door closing position, as shown in Fig. 1, in which the door opening pipe I99 is opened to the sump reservoir 8 through cavity 299 in the rotary valve and pipes 23 and 24, 0

, thereby relieving the pressure on the liquid in the door opening pipe I99 and door opening piston chamber H9 in the entrance door engine 2. In the door closing position of the door valve 4 the door closing pipe I94 is again opened through port I93 in the rotary valve to the rotary valve chamber 99, so as to again supply liquid under pressure through said pipe to the door closing piston chamber I 89 in the entrance door engine 2,

At the right hand or non-operating end of the car, as shown in Fig. 1, where the door valve 4 is carried in the door closing position, liquid under pressure is supplied from the rotary valve chamber 99 through port I93 and door closing pipe I94 to the door closing end of the non-operwhich permits the pressure of liquid in chamber 29 acting on diaphragm I8 to return said diaphragm and the diaphragm I! to their normal position, and this permits spring 59 to seat the, brake application valve 46 so as to cut off the supply of liquid under pressure to chamber 29. After the valve 39 is seated, the continued defiection of diaphragms I8 and II causes the follower plate 33 to engage and unseat the brake. release valve 38 past which the brake cylinder pressure chamber I24 is opened to the sump reservoir 8 through pipe I8l, passage I79 in the emergency valve device 6, cavity I84 in the rotary valve, I 3, passage I85, pipe I86, passages I3,-- and 31 in the brake valve device, release valve chamber 36, past the release valve 38 to the l sump chamber 2| and from thence through pipes 22, 23 and 24 to the sump reservoir 9, so that the pressure is relieved on the liquid in the brake valve 'II and through chamber I2, and this permits spring 85 to return diaphragm 96 to its normal position so that spring 82 may seat valve 89 and out 01f the supply of liquid under pressure to pipe 293 leading to the door valve device 4. Theseating of valve 89 unseats valve I8 so that pipe 293 isopened to chamber 61 and from thence through passage 98 to the sump chamber 2| in the brake valve device, thereby relieving. the pressure'in pipe 203.

valve devices 5, certain chambers in the brake valve devices and the connecting control pipes are' all open to the sump reservoir 8 but substantiallyfilled with liquid under atmospheric pressure,-so that in the operation of the equipment in service, as will be hereinafter described, the applying and releasing of the brakes and the opening and closing of the car doors will be effected. substantially with the mere application of pressure to the liquid with which the system .is substantially filled,jthe actual movement of liquid through the system being reduced to a minimum, and since pressure is applied to the liquid through the medium of the highly expansible air under pressure in the space I52 in the pressure reservoir 9, the small amount of liquid which will be moved in the various controlling operations and the application of pressure to the liquid in the various parts of the system may be as rapid as desired.

With the brake equipment conditioned, as

above described, for controlling a car, if it is desired to efiect an application of the brakes, the

. operator depresses the button 3| on the brake valve device I at the left hand end or operating end of the car by means of the ball of the foot with which he is holding the heel plate 64 depressed.

The depressing of button 3| acts through spring 29 to move the plunger 26 inwardly causing a displacement of the liquid in the chambers 25 and I9. This displacement of liquid moves the diagrams I1 and I8 downwardly, permitting spring M to seat the brake release valve 38 and then upon further movement the diaphragm I8 engages and unseats the brake application valve 46 The unseating of the brake application valve 46 establishes communication from the pressure supply pipe 44 to the brake cylinder pressure chamber I24 through pipe 45, passage I99, chamber 43, past valve 46, through chamber 29, passages 3I and I3, pipe I86, passage I85 in' the emergency valve device, cavity I84 in the rotary valve I I3, passage I19 and from thence through pipe I8I, and through said communication pressure is applied to the column of liquid leading to and that contained in the brake cylinder for deflecting the brake cylinder diaphragm I23 outwardly into the non-pressure chamber I25 for applying the brakes.

When the pressure obtained in chamber in 'thebrake, valve device, and consequently in the brake cylinder I, and acting on diaphragm I8 in said brake device, becomes slightly greater than the'opposing pressure of the control spring 29, said diaphragm is deflected upwardly permitting the brake application valve 46 to seat so as to prevent further increase in pressure in chamber 20.and in the brake cylinder chamber I24. This deflection of diaphragm I8, and consequently of diaphragm II, effects a displacement of liquid inchambers I9 and: causing the plunger 26 to move upwardly, relative to the button 3|, thus compressingthe control spring 29, the increase in pressure in which stops said deflection before the follower plate I8 engages and unseats the brake releasevalve 38. The brake valve device thus automatically moves to what may be called a lap position in which the liquid under pressure is bottled in the brake cylinder chamber I24, when the pressure of liquid obtained in said chamber is increased to a degree substantially in proportion to the pressure of the control spring 29.

If, in applying the brakes as just described, the button 3I is depressed to a position in which only a partial application of the brakes is obtained, then in order to increase the degree of application, the button 3| is further depressed, thereby increasing the pressure of the control spring 29 on the liquid in chambers 25 and I9. This causes displacement of the liquid in chambers 25 and I9 which results in the deflection of diaphragms I1 and I8 to again open the brake application valve 46 and thus establish communication from the stages of increase in the pressure of the control spring 29, the pressure of liquid in the brake cylinder chamber I24 can be increased in such steps as desired and thereby efiect a graduated application of the brakes.

In effecting an application of the brakes, the

pressureof the liquid in chamber I2 in the brake valve device increases as the pressure increases in chamber 20 and in the brake cylinder chamber I24 since chamber I2 is at all times in direct communication with chamber 29 through passages I3 and 31. When the brake cylinder pressure has been increased to a predetermined degree, such as will ensure stopping of the car, the substantially corresponding pressure acting in chamber I2 on the valve I4 in the brake valve device, overcomes the opposing predetermined pressure of spring I1 and unseats the valve I4 which admits liquid under pressure to chamber 19 and from thence through passage I6 to chamber 69. The consequent increase in pressure in chamber 69 deflectsthe diaphragm 66 upwardly to seat valve I8 and unseat valve 80 which admits liquid under pressure from chamber 8| to chamber I9 and from thence through passage and pipe 203 to the seat of the rotary valve I00 in the operators door valve 4, it being understood, as hereinbefore described, that said chamber BI is supplied with liquid under pressure from the supply pipe 44 through pipe 45, passage I 99 in the brake valve device, valve chamber 43 and from thence through passage I9I.

After having efiected a predetermined application of the brakes and thus obtaining liquid under pressure in pipe 203 leading to the operators doorvalvedevice 4, if the operator desires to open the entrance door 2 at the operating end of the car to take on passengers, he turns the door valve device 4 from the door closed position as shown in Fig. 1 to the door open position, as shown in Fig. '7.

In the door open position of the door valve device 4, the door closing piston chamber I89 in the entrance door engine 2 is opened to the sump reservoir B-through pipe I94, cavity 20I in the rotary valve I99 and pipes 23 and 24, thus relieving the pressure on the door closing piston 5 38. At

the same time, liquid under pressure is supplied from pipe 2% to the door opening piston chamber H9 through cavity I88 in the door valve rotary valve I86, and from cavity I 98 through pipe I93.

The pressure thus applied to the door opening piston 89 operates said piston to move the door engine parts towards the left hand and such movement may be limited by stops (not shown) engageable by the car doors (not shown) in the door open position or in any other suitable manner such as will stop the movement of the door closing piston 88 and rack 86 in a position in which the piston 68 will just clear the casing.

Just before the movement of the door closing piston 88 and rack 86 is stopped, said piston engages the movable member 97 so that the remainder of the movement of said piston and rack is resiliently opposed by the pressure of spring 98 which is provided to prevent slamming of the door (not shown) into the door open position, so as to prevent breakage of parts. After the rack 86 is stopped in the door open position, the door opening piston 89 continues to move relative to said rack, due to the telescoping of stem 90 within the rack, until the gasket 95 on the back of said piston engages the seat rib 96 in the casing. The leak-proof seal thus obtained between gasket 95 and seat rib 96 is provided to reduce to a minimum the possibility of leakage or" liquid under pressure from the pressure chamber II9 to the chamber intermediate the pistons 83 and 89.

When the operator desires to operate the door engine 2 to close the entrance door (not shown) he turns the door valve device 4 from the door opening position, as shown in Fig. 7, to the door closing position, as shown in Fig. 1. In the door closing position, the door opening piston chamber I i9 is opened to the sump reservoir 8 through pipe I99, cavity 209 in the rotary valve IIEIi of. the door valve device 4 and pipes 23 and 24, so that the pressure acting on the liquid in said chamber H9 is relieved. At the same time, liquid under pressure is supplied from the supply pipe 44 through the rotary valve chamber 99 in the door valve device port I93 in the rotary valve I and pipe I54 to the door closing piston chamber I89, so that the door closing piston 88 is operated to move the door engine parts to the door closing position, the spring 93 in the door opening end of the engine serving to cushion the stopping of the parts in the door closed position, and the piston 38 moves into sealing engagement with the seat rib 95, in the same manner as when the door engine is operated to open the car door (not shown).

In order to release the brakes after an application, the operator relieves the button 3| of pressure which permits the control spring 29 to expand to its normal condition and relieve pressure on the plunger 25. The liquid at brake cylinder pressure acting in chamber 20 on diaphragm I8 then deflects said diaphragm and diaphragm l1 upwardly to their normal position, and in so doing, the follower plate 33 engages and unseats the brake release valve 38.

The unseating of the brake release valve 38 opens the brake cylinder pressure chamber I24 to the sump reservoir 8 by way of pipe I8l, passage I'IQ in the emergency valve device, cavity IS! in the rotary valve I3, passage I85, pipe I86,

passages '13 and El in the brake valve device,

chamber 36, past the release valve 38 to the sump chamber 2i and from thence through pipes 22,

23 and 24 to the sump reservoir e. The pressure in the brake cylinder chamber I24 and in chamber '20 in the brake valve device being thus completely reduced permits a release of the brakes.

In case it is desired to graduate the release of brakes, the operator permits the button 3! to move up only a distance according to the degree of release which is desired. The consequent reduction in the pressure of control spring 29 permits deflection of. diaphragms I8 and II, by the brake cylinder pressure in chamber 28, to open the release valve 38 and permit the brake cylinder pressure and the pressure in chamber 20 to reduce to a degree slightly below the opposing, though reduced, pressure of the control spring so at which time the pressure of said spring will cause reverse deflection of said diaphragms to permit the release valve 38 to seat so as to prevent further reduction in brake cylinder pressure. Then if the operator further relieves the pressure on the control spring 29, a further and proportional reduction in pressure in the brake cylinder and chamber 26 will occur. In this manner, the

operator may graduate the release of the brakes,

spring deflects diaphragm I56 downwardly to its 3 normal position which permits spring 82 to seat valve 89 and unseat valve E8. The seating of valve 88 closes communication from the pressure supply chamber SI to chamber iii while the unseating of valve 18 opens chamber "is, and consequently pipe 203 leading to the door valve device 4, to chamber El and from thence through passage 58 to sump chamber 2i which is at all times open to the sump reservoir 8. By thus opening} the pipe 263 to the sump reservoir 8, in releasing the brakes, the supply of liquid under pressure: for operating the entrance door engine 2 to open the entrance door is cut on so that said door can not be opened, as hereinbefore described, by operation of the door valve device 4.

In order to permit a passenger to operate the exit door engine 3 so that the passenger may get oir of the car, the operator removes heel pressure from the heel plate 66. This permits the centering spring I62 on the emergency valve device 6 to turn the arm I55 and consequently the operating lever IE and rotary valve IS in a clockwise direction until the arm I55 engages the finger I66. The finger I56, being subject to the pressure of the centering spring E65, stops the rotation of the lever I5 and rotary valve E3 in the emergency position, as shown in Figs. 5 and 6.

In the emergency position of the rotary valv V I3, liquid under pressure flows from the supply reservoir 9 through pipe and passage I2, cavity H8 in said rotary valve and passage I79 to pipe I8I leading to the brake cylinder pressure chamber I26, and at the same time liquid under pressure is supplied from said cavity to passage I89 and from thence through pipe I82 to valve chamber I63 in the treadle operated door valve device 5 at both ends of the cars The brakes are thus applied through the emergency valve device 6 so as to stop the car, and

' liquid under pressure is supplied to the treadle door valve device 5, so that a passenger at either the front end or rear end of the car, may step on the treadle plate Hi9 which, through the medium of push rod H 3 and diaphragm Iiil, acts to unseat the valve 595 and seat the valve I95. With valve I9 l unseated, liquid under pressure flows from chamber H33 to chamber I83, then through passage l 55, past check valve H9 to chamber Ill and from thence through pipe H8 to the door opening piston chamber H9 in the exit door engine 3. The door closing piston chamber I89 is at this time open to the sump reservoir 8 through pipe 592, the normal pressure supply pipe 64, passage I38 in the emergency valve device, cavity 292 in rotary valve l3, passage I96 and pipes E91, 23 and E i, so that the liquid under pressure supplied to chamber H9 and acting on the door opening piston 89 moves the door engine parts to the door opening position in which the passenger may get I ofi the car.

When the pressure of a passengers foot is removed from the treadle plate H19, springs I I3 return said plate to its normal position out of engagement with the rod I I4 and this permits spring 96 to unseat valve '35 and seat valve I94, so that, 'When the heel plate 64 is again depressed by the operator to turn the rotary valve 53 of the emergency valve device to the normal operating position shown in Fig. 1, liquid under pressure is released from the door opening piston chamber I I9 in the exit door engine 3 through pipe H8, pas- "sage I89 in the treadle controlled door valve device 5, past the check valve I29, through chamber I2l, passage E22, past the valve I95, through chamber is, pipe l82, passage H39 in the emergency valve device, cavity l 95 in rotary valve l3,

passage i953 and from thence through pipes I97,

23 and 2a to the sump reservoir 8. With the emergency valve device 6 in the position shown in Fig.

1, liquid under pressure is again supplied to the pressure supply pipe i i, in the manner hereinbetore described, and from said pipe through pipe I 92 to the door closing piston chamber E89 in the exit door engine 3, so that with the door opening piston chamber IE9 open to the sump reservoir 8, the exit door engine parts will be moved to the door closing position.

When the emergency valve device 6 is moved to its normal operating position, as shown in Fig. 1, to relieve the pressure in pipe I82 leading to the treadle operated door valve device 5, the brake cylinder pressure chamber I2l is also opened to the sump reservoir 8 through pipe l8l, passage I19 in the emergency valve device 6, cavity I84 in the rotary valve l3, passage I85, pipe I39, passages "43 and 3? in the brake valve device, past the unseated release valve 38 to chamber 2! and from thence through pipes 22, 23 and 24%, thus releasing the brakes.

When liquid under pressure is supplied to the treadle controlled door valve device 5, by operation of the emergency valve device 6 as above described, the check valve I29 prevents flow of liquid under pressure past the normallyunseate valve N35 to the door opening pipe H9, so that the exit door engine 3 will not be operated to open the exit door until the treadle I99 is depressed by a. passenger. The check valve H6 is provided to prevent release of liquid under pressure from the door opening pipe H8 while a passenger is standing on the treadle plate I99 and the release valve I05 is seated, so that even though the operator should turn the emergency valve device from the emergency position as shown in Figs. 5 and 6, to the operating position as shown in Figs. 1 and 2, the liquid under pressure holding the exit door engine 3 in the open position will not be released until the passenger has removed foot pressure from the treadle plate I09. By thus holding the door opening pressure in the door opening piston chamber H9 until the passenger removes foot pressure from the treadle plate I99, the exit door will remain open even though liquid under pressure is again supplied to the door closing piston chamber I89 which would merely place the door engine pistons 88 and 89 in equilibrium with respect to the opposing actuating liquid pressures.

If for any other reason, such as in case of emergency or incapacitation of the operator, the operator should remove heel pressure from the heel plate 68, it will be evident, that the car brakes will be automatically applied and liquid under pressure will be supplied to the treadle operated voir 8 through passage I88 in the emergency valve device, cavity 262 in the rotary valve I3, passage I99, and pipes I91, 23 and 24, liquid under pressure is released from the door closing piston chamber i239 of the entrance door engine 2 through pipe I94, port I93 in rotary valve I99 of the door valve 4, chamber 99 and from thence through the supply pipe 44, and since the door opening piston chamber I I9 of the entrance door engine 2 is normally open to the sump reservoir 8 through pipe I99, cavity 299 in the rotary valve I69 and pipes 29 and 24, the opposing pressures acting on the entrance door engine pistons 88 and 89 are equalized, so that said door engine will not oppose opening of the entrance door by hand in the usual manner, so that passengers may also exit through the entrance door.

In order to effect a release of the brakes and operate both door engines 2 and 3 to close their respective doors after an emergency application of the brakes, the operator depresses the heel plate tit and pulls the emergency valve device to its normal position, and with no pressure applied to the push button 3!, the brake cylinder pressure chamber I2 3 and the door opening piston chamber N9 of door engines 2 and 3 are connected to the sump reservoir 8, and liquid under pressure is supplied to the door closing piston chamber I89 of said engines, so that the car doors will be closed, in the same manner as hereinbefore described.

If the operator desires to change operating ends, he relieves the heel plate 6-3 of heel pressure which causes the brakes to be applied and then by means of said heel plate pulls the push rod 63 out of the brake valve device. He also removes the door valve operating handle Hi2 from the door valve device 5 in the door closed position of said device and applies said handle and the push rod 63 and heel plate as to the .door valve device 4 and brake valve device I at the opposite end of the car, which in the present case Will be the right hand end of the equipment, as shown in Fig. 1 of the drawings. Then, to operate the car, he depresses the heel plate 6 3 to its normal operating position and in so doing pulls the I emergency valve operating lever I6 and rotary valve E3 to the operating position shown in Figs. 3 and 4.

With the rotary valve I3 in the position shown in Fig. 3, liquid under'pre'ssure is supplied from the rotary valve chamber II to the pressure supply pipe 44through a port 204 insaid rotary valve and'passage I88, the treadle operated door valve pressure supply pipe I82 is opened to the'sump reservoir 8 through passage I80, a cavity'208in the rotary valve I3, passage I96 and pipes I91, 23 and 24, and the brake-cylinder pressure chamber I24 is connected to the brake valve device I. at the operating end of the car through pipe I8I, passage I19, cavity 205in the rotary valve I3,--passage 206 and pipe I86. With the communications just .described established, the operation of the car brakes and doors is'the same as when the operating end of the car was at the opposite end of the car, as has been'hereinbefo're fully described. l r i When the heel plate 64 is depressed, as shown in Fig. 1 of the drawings, the contact I61 carriedby the emergency valve operating lever I6, bridges the two fixed contacts I69 and I10 so as to close a circuit fromthe trolley I12through the circuit breaker magnet I1I toground I16. The magnet I1I is thus energized and operates the "switch I15 to connect trolley I12 to the controller' I13 which may then be operated by the operator to control the supply of current to the car motor I14 in the usual well knownmanner. With the heel plate 64 applied to the brake valve 1 device I at the opposite end of the car and depressed, the contact l68 on the emergency valve operating lever I6 bridges the two fixed contacts I66 and I10, as shown in Fig. 4, so as to close the circuit through the circuit breaker magnet I1I so as to supply current from trolley I12 to the controller I13. However, when the emergency valve device moves to the emergency position, as shown in Figs. 5 and 6, contact I61 engages fixed contact I69, while contact I68 engages fixed contact I10, and since'contacts I61 and I68 are insulated from each other, the circuit through the circuit breaker magnet I1I is opened. The magnet "I is thus denergized which permits switch I15 to operate to open the circuit fromtrolley I12 to controller I13, thereby cutting .013 the supply of current to the car motor I14 when an emergency application of the brakes'is effected. It will now be noted, that the emergency valve device 6 has one position for conditioning the brake equipment to be controlled from one end of the car, another position for conditioning the brake equipment to be controlled from the opposite end of the car and an intermediate position the heel of an operators foot sothat the brakes may be controlled by the brake valve device which is, operative by the ball of said foot, and said emergency ,valve device automatically moves to the emergency position upon the relief of heel pressure.

It will be evident that in this equipment, compressed air or any other fluid under pressure may be employed, instead of a liquid under pressure, asthe medium for applying the brakes and for effecting the opening and closing of the car doors; and while only one illustrative embodiment of the invention has been shown and described in detail,

it is not my intention to limit the scope oi the.-

inventionotherwise 'than by the terms of the appended claims. l I Having now described my invention, what I claimas new and desire to' secure by Letters Patent, is: 3 z '1. In a fiuid pressure brake, the combination with a brake valve device at one end of a car for controlling the brakes on a car, of valve means for controlling the operation'of said brake valve device and movable to one position for effecting an application of the brakes and movable toanother position for rendering said brake valve device ineffective to control the brakes, pressure means urging said valve means from the last position to the first, and manually operated means for holding said valve means in said second position against said pressure means.

2'. In a fluid pressure brake, the combination with two brake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakes on the car, of valve means movable to'a position for rendering the brake valve device at one end of the car ineffective to control the brakes on the car, resilient means opposing movement of said valve means to said position, andmeans operable by manual pressure against the opposing pressure of said resilient means'to move said valve means-to and then maintain said valve means in said position. 3. In a fluid pressure brake, the combination with two brake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakes on the car, of valve means having one position for rendering one of said brake valve devices ineifective'to control the brakes and having another position forrendering the other brake valve device ineffective to control the brakes, and manually operated means at each end of the car, one operative to move said valve means to one of said positions and the other operative to move said valve means to the other of said positions. 4.'Ina fluid pressure brake, the combination with twobrake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakeson the car, of valve'means having one position *for rendering one of said brake valve devicesinefiective to control the brakes and having another position for renderingthe other brake valve device inefiective to control the brakes, a member at each end of the car movable by'manual effort, means operatively' connecting said member to said valve means, said' member at one end of the car being operative through said means to move said valve means to one of said positions for rendering the brake valve device at-the other end of the car ineffective to control the brakes, V and resilient means operative upon the relief of manual effort on said member for movingsaid valve means to another position for effecting an application of the brakes independently of bothof said brake valve devices.

5. In a fluid pressure brake, the combination with two brake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakes on the car, of valve means movable to a position for rendering the brake valve device at one end of thecar ineffectiveto controlthe brakes on the car, means for maintaining said valve means in said position by manually applied pressure, and resilient means operative upon the relief of said manually applied pressure for operating said valve means to effect an application of the brakes.

"6. In a fluid pressure brake, thecombination with two brake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakes on the car, of valve means movable to a position for rendering the brake valve'device at one end of the car inefiective to control the brakes on the car, means'for maintaining said valve means in said position by manuallyapplied pressure, and resilient means operative upon the relief of said manually applied pressure foroperating said valve means to efiect an application of the brakes and for rendering both of said brakevalve devices ineffective to control the brakes.

7. Ina fluid pressure brake, the combination with two brake valve devices, one at each end of a car, either of said brake valve devices being operable to control the brakes on the car, of valve means having one position for rendering one of said brake-valve devices ineffective to control the brakes and having another position for rendering the other brake valve device ineffective to control the brakes, manually controlled means at both ends of the car for controlling the -positioning of said valve means and operative at the one end of the car, only when subject to continually acting manual effort, for positioning said valve meansto render the brake valve device at the other end of the car ineffective to control thebrakes on thecar,

8. In a fluid pressure brake, the combination witha brake valve device at each end of the car controlled by an operators foot,;either of said brakevalve, devices being operative to control the brakes on said car, ofvalve means having one position for rendering one of, said brake valvedevices ineffective to control the brakes, andhaving another position for rendering the other of said brake valve devices ineflfectiveto control thebrakes, and means at each end of the'car connected to said valve means and operated at one end of the car by pressure from the operators foot employed to control the-brake valve device at said-end of the car, :for rendering p thebrake valve device at said end of thecar-effective to control the brakes and for rendering the brake valvedevice at the :other end of-the car ineffective to control the brakes;

; 9. In a, -fluid-pressure brake, thecombination with a brake valve device atveach end of the car controlled byan-operators foot, either of said brake valve devices being operative to control the brakes on said car, of valve means havingone position for rendering one of said'brake valve devices ineffective to control; the brakes, and have ingv anotherposition for rendering the ;other of said. brake valve, devices-ineffective to control the brakes, means operatively connected to said valve means for positioning said valvemeans, a member at one end of the carconnected to said means and operativeby-pressure from the operators foot for moving said valve means to the position for rendering the brakevalvedevice at the other end of the car ineffective to control the brakes, and resilient means operative'upon the relief of foot pressure on said member .for moving said valvemeans to another position for effecting an application of the brakes. 10. In a fluid pressure brakathe combination with two brake valve devices operative independently to effect an'application; and a releaseof the brakes on a car, of valve means-conditionedby manual effort for rendering oneof saidbrake valve devices efiective to control the brakes and for rendering the other of said brake valve devices inefiective-to control theibrakes.

and means operative upon the relief of said manual effort for conditioning said valve means to render both of said brake valve devices ineffective andto-eflect an application of the brakes.

11. In a fluid pressure brake, the combination with a'brakevalve device operative to effect an application and a release of the brakes on'a car, of valve means having one position for establishing the communications through which the brakes are applied and released by the operation of saidbrake valve device and movable to another position for closing said communications and for applying the brakes, means at one end of the car operative by manual effort to move said valve means to be the first, mentioned position, resilient means for moving said valve means to the second mentionedposition upon-the relief of manual effort on said means, and switch means associated with said valve means and operative in the first mentioned, position ofsaid valve means to effect the closure of the car motive power circuit and operative in the second mentioned position to efiectthe opening of said circuit.

12. In afluid pressure brake, the combination with a brake cylinder, a door engine movable by fluid under pressure at one time-to a door closed position and at another time to a door open position,a pipe through which fluid under pressure is supplied to the doorengine for moving the door engine to door closed position, another pipe through which fluid under pressure is supplied to the door engine to move the door engine to door open position, valve means having a position for establishing a communication through which fluid under pressure is vented from said brake cylinder and in which fluid under pressure is supplied to the first mentioned pipe, means connected to said valve means and operated by manual efiort to hold said valve means in saidposition, and resilient means operative upon the relief of said manual effort to move said valve means to another position for supplying fluid under pressure to said brake cylinder and to the second mentioned pipe.-

13.:In a door control equipment for a car, the combination witha normal fluid pressure supply .pipe, a; door engine maintained in door closed position by fluid under pressure supplied from said pipe, an emergency supply pipe, a second door engine maintained in door closed position by fluid under pressure supplied from said normal supply pipe and movable to door open position by fluid under pressure supplied from said emergency supplypipe, upon release of fluid from saidonormal supply pipe, manually controlled means operable to establish communication from the emergency supply pipe to the second door engine, anemergency valve device having one position for supplying fluid under pressure to the normal supply pipe and an emergency position in which fluid is vented from the normal supply pipe and ,fluid. under pressure is supplied to the emergency sup-; ply pipe, and means operative upon release of manual pressure for moving said emergency valve device to its emergency position.

14. In a door and brake control equipment for a'car, the combination with a normal fluid pressure supply pipe, a door engine maintained in door closed position by fluid under pressure supplied, from said pipe, an emergency supply pipe, a second door engine maintained in dcorrclosed position by fluid under pressure supplied from. said normal supply pipe and movable to door open position by fluid under, pressure supplied from said emergency supply pipe, uponrelease of fluid from said normal supply pipe, manually controlled means operable to establish communication from the emergency supply pipe to the seconddoor engine, an emergency valve device having one position for supplying fluid under pressure to the normal supply pipe and an emergencyposition in which fluid is vented from the normal supply pipe and fluid under pressure is supplied to the emergency supply pipe and in which communication is established for effecting an application ofthe brakes, and means operative upon release of manual pressure for moving said emergency valve device to its emergency position. I

'15. In a door control equipment for a car, the combination with two door control'engines, of 'a fluid under pressure supply pipe from which fluid under pressure is supplied to both door engines, a second fluid under pressure supply pipe from which fluid under pressure is supplied to one of said door engines, an emergency valve device having one position in which communication is established for supplying fluid under pressure to said first supply pipe and another position in which the supply fluid under pressure is-cut off from the :first supply .pipe and fluid under pressure is supplied to the second supply pipe, and means operative upon release of manual pressure for moving said emergency valve device to its second mentioned position.

16. In a fluid pressure brake, the combination with a brake cylinder, of a brake valve device comprising a casing, a movable abutment contained in said casing and having at one side a chamber normally communicating with said brake cylinder and operated by variations in pressure applied to the opposite side for controlling the supply and release of fluid under pressure to and from said brake cylinder, said movable abutment having a chamber at the opposite side, said casing having a bore of smaller area than said abutment and opening into the last mentioned chamber, a movable abutment mounted in said bore, the space between said abutments being completely filled with liquid, a control spring acting on thelast mentioned abutment, a manually operated member for varying the pressure of said spring on the last mentioned abutment, a normally vented pipe to which fluid under pressure is supplied for effecting the opening of a car door, valve means normally venting said pipe and operated by fluid under pressure to supply fluid under pressure to said pipe, a valve device subject to the pressiire of fluid supplied to the brake cylinder by the operation of said brake valve device and operative when a predetermined pressure is obtained in said brake cylinder for supplying fluid under pressure for operating said valve means, and a one way communication, by-passing said valve device, through which fluid under pressure is released from said valve means as fluid under pressure is released from said brake cylinder.

17. In a fluid pressure brake, the combination with a brake valve device at each end of a car, said brake valve devices being operative independently of each other to control the brakes on the car, of valve means operative independently of the operation of said brake valve devices for rendering one or the other of said brake valve devices ineffective to control the brakes on the car, and means controlled by manual pressure for controlling the operation of said valve means.

pendently of each other to control the brakes on the car, of valve means operative independently of the operation of said brake valve devices for controlling the operation of said brake valve devices, and manually controlled means at both ends of the car for controlling the operation of said valve means, said manually controlled means when subject to manual pressure at one end of the car being adapted to operate said valve means to render the brake valve device at the other end of the car ineiiective 'to control the brakes.

19. In a fluid pressure brake, the combination with a brake valve device at each end of a car, said brake valve devices being operative independently of each other to controlthe brakes on the car, of valve means operative independently of the operation of said brake valve devices for rendering one or the other of said brake valve devices ineffective to control the brakes on the car, and means controlled by manual pressure for controlling the operation of said valve means, said valve means being automatically operative upon the relief of manual pressure on said means for applying the brakes independently of either of said brake valve devices.

' 20. In a fluid pressure brake, the combination with a brake valve device for effecting an application and a release of the brakes on a car, of valve means movable to a position for rendering said brake valve device ineffective to effect either an application or a release of the brakes on: the car, and manually operated means operatively connected to said valve. means and operative upon the relief of manual pressure for moving said valve means to said position.

21.In a fluid pressure brake, the combination with a'brake'valve device operative at one time to'control the application and the release of brakes, of valve means having one position for establishing communications through which the application and the release of brakes is controlled bythe operation of said brake valve device, and having another position for closing said communications thereby rendering said brake valve device ineffective to control the brakes, resilient means for urging said valve means to the last mentioned position, and means operative by manual pressure for moving said valve means to the first mentioned position against the opposing pressure of said resilient means.

22. In a fluid pressure brake, the combination with a brake valve device operative at one time to control the application and the release of brakes, of valve means having one position for establishing communications through which the application and the release of brakes is controlled by the operation of said brake valve device, and having another position for closing said communications thereby rendering said brake valve device ineffective to control the brakes andrfor at the same time establishing communications through which the brakes are applied independently of said brake valve device, resilient means for urging said valve means to the last mentioned position, and means operative by manual pressure for moving said valve means to the first mentioned position against the opposing pressure of said resilient means.

23. In a fluid pressure brake, the combination with a brake valve device at each end of a car, each of said brake valve devices being operative at different times and independently of the other to control the application and the release of brakes on the car, of valve means having one position for establishing communications through which the application and release of brakes is adapted to be controlled by one of said brake valve devices and for closing communications through which the application and release of brakes is adapted to be controlled by the other of said brake valve devices, said valve means being. movable to another position for closing the first mentioned communications and at the same time for opening the second mentioned cornmunications, and means at each end of the car associated with the brake valve device at the respective end of the car for controlling the positioning of said valve means, said means being operative by. manual pressure to operate said valve means to establish the communications through which the brakes are adapted to be controlled by the associated brake valve device.

24. In a fluid pressure brake, the combination with a brake valve device at each end of a car, each of said brake valve devices being operative at difiere'nt times independently of the other to control the application and the release of brakes on the car, valve means having one position for establishing communications through which an application of the brakes is effected independently of the operation of said brake valve devices, said valve means being movable from said position to another position for establishing communications through which the application and the release of brakes is adapted to be controlled by one of said brake valve devices and for closing communications through which the application and release of brakes is adapted to be controlled by the other brake valve device, said valve means being movable to a third position for changing said communications whereby the last mentioned brake valve device is rendered effective to control the application and release of brakes and the other brake valve device is rendered ineffective to control the application and the release of brakes, manually operated means at each end of thecar operatively connected to said valve means and operative by sustained manual pressure at either one end or the other of the car, according to which end of the car is the control end, for rendering the brake valve device at the control end of the car efiective to control the brakes and for rendering the other brake valve device inefiective to control the brakes, and resilient means opposing movement of said valve means by the operation of'the manually operated means, said resilient means being operative upon the relief of pressure on said manually, operated means for automatically moving said valve means to'the position for efiecting an application of the brakes independently of said brake valve devices.

25. In a car doorand brake controlequipment, the combination with a door engine operated by fluid under pressure to open the door of a car, of a brake valve device operative to control the supply of fluid under pressure for effecting an application of the brakes and for efiecting the operation of said door engine to open the car door, and an emergency valve device having a normal position in which a communication is establi'shed through which the fluid under pressure for applying the brakes and opening the car door, by the operation of said brake valve device, is supplied to said brake valve device, said emergency valve device having an emergency position for closing said communication and for effecting an application of the brakes independently of said brake valve device.

26. In a. car door and brake control equipment,

the combination with a door engine operated by'fiuid under pressure to open the door of a car, of a brake valve device operative to control the supply of fluid under pressure for efiecting an application of the brakes and for effecting the operation of said door engine to open the car door, means operative to delay said operation oi' said door engine until after a predetermined application of the brakes is efiected by the operation of said-brake valve device, and an emergency valve device having a normal position for rendering the brake valve device and means effective and an emergency position for rendering said brake valve device and means ineffective and for applying the brakes independently of said brake valve device.

' JOSEPH C. McCUNE. 

